Embedding for street-car rails.



No. 826,344. PATENTBD JULY 1v, 1906.

P. MBLAUN. EMBBDDING FOR STREET GAR RAILS.

APPLICATION FILEDA 00T.13, 1905.

s PETERS cm, wAsHmcmN, n:A c.

UNITED STATES PATENT OFFICE.

FRANZ MELAUN, OF CHARLOTTENBURG, GERMANY.

ENIBEDDING FOR STREET-CAR RAILS.

Specification of' Letters Patent. atenten July 17, 196.

Application filed October 13,1905- Serial No. 282,654.

To all whom t may concern: the pavement. Fig. C is a cross-section Be itknown that I, FRANZ MELAUN, a subthrough the rail and the pavementaccording ject of the King of Prussia, German Emperor, to a modifiedform of construction. and a resident of 9 Hardenbergstrasse, in the Atthe rail-joints or upon the whole length city of Charlottenburg, nearBerlin, Kingdom of the rail the asphaltum coat a is first removed ofPrussia and German Empire, have inventaccording to Figs. l to 3, and itis then reed certain new and useful Embedding for placed bybeton orconcrete l) in such a man- Street-Car Rails, of which the following is aner that the gaps or openings produced ma 0 specification.

In order to be able to effect repairs at the rail-joints in the case ofstreet-car tracks laid into beton or concrete-asphaltum pavement, it isnecessary to break up and remove parts of the pavement for a sufficientlength, width, and depth. After the work on the rail-joints is finishedthe openings or gaps are filled up again with liquid beton or concrete,and after the hardening of this mass the removed parts of the asphaltumcoat are restored. This process, however, has the drawback that (andparticularly where it is the question of repairing fori nstance, a greatnumber of rail-joints) the particular track cannot be finished at onceand made ready for use on account Vof the necessary delay in hardeningof the mass of beton or concrete. The hardening of the beton or concretelasts several days, and the particular tracks cannot be used during thistime. This is a great drawback in the streets of large cities with greattraffic. If after a longer or shorter period work on the railjoints hasto be done again, the beton or concrete has to be broken up anew at alarge eX- pense, and the drawbacks and inconveniences referred to arerepeated. It has been attempted to insert granite stones or woodenblocks next to the rails. However, this interruption of the asphaltumcoat b v a dierent paving material at the place of the rails is afurther disadvantage, because the stones get loose and will be forcedup. Vith a view of doing away with all these disadvantages the newprocess hereinaftter described is proposed.

In the drawings, which fully illustrate the invention, like letters ofreference indicate like parts.

Figure l is a cross-sectional view of the rail and of the pavement. Fig.2 is a longitudinal section through the pavement. Fig. 3 is atop planview looking down on the two openings in the pavement on both sides ofthe rail with the inserted stones. Fig. 4 is a cross-sectionillustrating the invention after the restoration of the pavement. Fig. 5is a longitudinal section after the restoration of plain as possible,`with the exception of the side walls formed by the rails. Upon thebottom of every opening a layer of tar or of asphaltum is laid or alayer of any other suitable material which does not unite with the betonor concrete and which is waterproof. The said openings are closed in thefollowing manner.

Every opening or gap is filled up by one or several stones c c, whichare made of beton or concrete or of some other suitable material andwhich are already hardened. They are of such a height as to be flushwith the layer of beton or concrete, Figs. 4 and 5. Before the insertionof the stones filler-blocks d d, of impregnated wood or of any othersuitable material, are inserted into the fishing-spaces of the rails,Fig. 4. Each of the stones c is provided during its manufacture with oneor two openings, by means of which it is fitted over iron prongs orbolts g g, which are secured to the lower beton or concrete stratum ofthe street, the stones being retained by means of said bolts and by pinsor keys s. Thereupon after the insertion of the stones all the jointsare filled up with tar, mastic asphaltum, or the like, and then theasphaltum coat a is put on up to the height of the head of the rail.

In the modified form of carrying out the process illustrated in Fig. 6plates h, of beton or concrete with embedded strengthening iron binderstt', (Monier plates,) are placed upon the beton or concrete subpavementm, either close to each other or at certain distances apart. In thecenter part of the plate h depressions are provided, in which thestreetcar rails are mounted. After the rails have been placed inposition the upper section of the beton or concrete Z is put in positionin such a manner as to leave channels on both sides of the rails. Thisis effected by the employment of wooden patterns, the iron rods t' i,which may project on both sides from the subpavement h, being at thesame time also inclosed by the mass of beton or concrete. The channelsare made so as to present inclined side walls#that is to say, ofdovetailed p, Fig. 3, are inclosed by walls that are as- IOO IOc

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section. After the hardening of the upper section of the beton orconcrete filler-blocks 7c 7c, of wood or of other suitable material, arefirst introduced into the spaces left by the fish-plates of the rails,the outer walls of the said blocks being made inclined, as shown on thedrawings, and not vertical. Thereupon already hardened stones e e, ofbeton or concrete or of any other suitable material, or in some caseseven wood blocks, are introduced into the channels. The stones e e aresecurely connected to the bottom plate 7L by means of ironfastening-bolts g g. In order to accomplish a still more intimate ormore effective connection of the stones e with the bottom plate 7L andwith the upper section Z of the beton or concrete, the stones e are madedi amend-shaped or rhomboidal. In order to obtain a firm union of thefillerblocks 7c and of the stones e with the rail and, on the otherhand, with the upper section of the beton or concrete, wooden Wedges fare forced into the joints and all the existing joints are then filledup with mastic asphaltum or the like. In the case of diamondshaped orrhomboid al stones being used the fastening-bolts may be discarded.After the rail has been embedded in the manner hereinbefore describedthe asphaltum cover a is put on in the ordinarjf manner up to the levelof the head of the rail. The stones e reach up only as far as the upperedge of the upper section of the beton or concrete, so that an asphaltumcover of the same thickness as that of the other parts of the asphaltumlayer can be obtained on top of the stones e and upon the surface of theupper section of the beton or concrete.

The pavement constructed according to the process constituting thisinvention can be submitted to driving` as soon as finished. In case workhas to be done on the rails later on the asphaltum cover is Erst removedon the particular places and the inserted stones are then taken out oneby one. The taking or lifting out of the stones is effected by suitablelifting devices, and for this purpose the stones are provided in thecourse of construction with iron rings.

According to the process hereinbefore described the pavement can beeasily removed at any time at the joints of the rails or for the lentire length of the rails, and it can be just as readily and rapidlyrepaired and durably closed without great expense and without theasphaltum cover being interrupted at the rails by any other pavingmaterial.

The process hereinbefore described may also be employed directly onlaying new tracks.

What I claim, and desire ters Patent, is*

1. The process for embedding street-car rails at the joints or for theirentire length in pavement constructed by means of liquid and plasticmasses, which consists in introducing already hardened stones intoopenings having plane or smooth walls and shaped on both sides of therail in such a manner, that the said stones will extend upward only sofar that a jointless cover of pavement may be put on top of the same,the said stones being securely locked to the firm subpavement below byfastening means and in sucha manto secure by Letner that the lockingmeans may be easily disconnected at any time and the stones mayberemoved or lifted out after the removal of the upper jointless cover.

2. The process of embedding street-car rails at the joints or for theirentire lengthin pavement construction by means of liquid or plasticmasses, which consists in pressing rectangular supporting bottom plateswith projecting embedded iron binders upon the beton or concretesubpavem ent and providing openings on both sides of the rail during theputting on of the upper section of the concrete or beton, alreadyhardened stones being inserted into the said openings in such a mannerthat their tops are flush with the upper edge of the upper section ofthe concrete or beton, so that the stones will extend upwardonljf'sufficiently to allow of a jointless cover of pavement beingconstructed on top of same, the said stones being securely locked to thesaid supporting bottom plates and in such a manner that the said lockingmeans be readily disconnected and the stones lifted out after theremoval of the upper jointless cover.

In witness whereof Ihave hereunto signed my name in the presence of twosubscribing witnesses.

FRANZ MELAUN. Witnesses: i

WOLDEMAR HAUPT, HENRY HASPER.

TOO

